Propulsion system, vessel, and control method

Abstract

To provide a propulsion system capable of obtaining a hybrid propulsion system in a simple structure.SOLUTION: A propulsion system loaded on a vessel including an internal engine, a first propeller rotationally driven by the internal engine, a control unit for controlling the internal engine includes: a battery capable of being charged and discharged; an electric motor driven by the battery; a second propeller rotationally driven by the electric motor; a tilt device for tilting up and tilting down the propulsion device including the second propeller; a controller for controlling the electric motor, charging and discharging of the battery, and tilting up and tilting down of the tilt device; the electric motor carries out power generation by rotation of the second propeller; the controller charges the electric power generated by the electric motor to the battery; and the controller tilts up the propulsion device when a prescribed condition is fulfilled.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a propulsion system, a vessel, and a control method. [Background technology]

[0002] A typical hybrid propulsion system for a ship has an engine and an electric motor as the drive source for the propeller, and the engine or electric motor drives the propeller to propel the ship. A typical hybrid propulsion system requires a clutch mechanism to switch between connecting and disconnecting the engine or electric motor to the propeller, and a reducer or speed increaser to match the rotation speed of the electric motor and engine, which can easily make the structure complicated.

[0003] As a related technique, Patent Document 1 discloses control for a ship equipped with a main propulsion unit including an engine-driven propeller, an auxiliary propulsion unit including a motor-driven propeller, and a control unit, in which when the main propulsion unit is switched from a neutral state to a forward state with the auxiliary propulsion unit tilted down, the control unit tilts up the auxiliary propulsion unit. The propulsion system disclosed in Patent Document 1 is configured such that the control unit performs overall control of the main propulsion unit and the auxiliary propulsion unit. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2023-95388 A Summary of the Invention [Problem to be solved by the invention]

[0005] There is a demand for a hybrid propulsion system with a simple structure.

[0006] The present disclosure provides a propulsion system, a vessel, and a control method that can solve the above-mentioned problems. [Means for solving the problem]

[0007] The propulsion system disclosed herein is a propulsion system installed on a ship which has an internal combustion engine, a first propeller driven and rotated by the internal combustion engine, and a control unit which controls the internal combustion engine, and which includes a rechargeable battery, an electric motor driven by the battery, a second propeller driven and rotated by the electric motor, a tilt device which tilts up and tilts down the second propeller, and a controller which controls the electric motor, the charging and discharging of the battery, and the tilt device, wherein the electric motor generates electricity by the rotation of the second propeller, the controller charges the battery with the electricity generated by the electric motor, and when a predetermined condition is met, the controller controls the tilt device to tilt up the second propeller.

[0008] The vessel of the present disclosure includes an internal combustion engine-driven propulsion system including an internal combustion engine, a first propeller rotated and driven by the internal combustion engine, and a controller that controls the internal combustion engine, and the above-described propulsion system.

[0009] In addition, a control method disclosed herein is provided in a ship including a first propulsion system including an internal combustion engine and a first propeller driven and rotated by the internal combustion engine, and a second propulsion system including a rechargeable battery, an electric motor driven by the battery, a second propeller driven and rotated by the electric motor, and a tilt device that tilts the second propeller up and down, the control method causing the electric motor to generate electricity by the rotation of the second propeller, charging the battery with the electricity generated by the electric motor, and when a predetermined condition is met, controlling the tilt device to tilt up the second propeller. Effect of the Invention

[0010] According to the above-described propulsion system, ship, and control method, a hybrid propulsion system with a simple structure can be realized. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is a first diagram illustrating an example of a ship equipped with a propulsion system according to an embodiment. [Diagram 2] FIG. 2 is a second diagram illustrating an example of a marine vessel including a propulsion system according to an embodiment. [Diagram 3] FIG. 4 is a third diagram illustrating an example of a ship including a propulsion system according to an embodiment. [Figure 4] FIG. 1 is a diagram showing an example of a hybrid propulsion system for a typical ship. [Diagram 5] 1 is a block diagram showing an example of a propulsion system according to an embodiment. FIG. [Figure 6] FIG. 13 is a diagram illustrating tilt-up. [Figure 7] 4 is a first flowchart showing an example of propulsion system control according to the embodiment. [Figure 8] 5 is a second flowchart showing an example of propulsion system control according to the embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] <Embodiment> Hereinafter, a marine vessel propulsion system and its control according to this embodiment will be described with reference to FIGS. (Propulsion system configuration) An example of a schematic configuration of a hybrid propulsion system 1 of a boat 100 according to an embodiment is shown in Figures 1 and 2. As shown in Figure 1, the hybrid propulsion system 1 includes an electric motor-driven propulsion system 2 and an internal combustion engine-driven propulsion system 3.

[0013] The electric motor-driven propulsion system 2 includes an electric motor 21, a propeller 22, a shaft 23 connecting the electric motor 21 and the propeller 22, a controller 200, and the like. The electric motor 21 drives the propeller 22 to rotate through the shaft 23, thereby obtaining a propulsive force for the boat 100. The electric motor-driven propulsion system 2 is an outboard motor. The propulsion systems 2 may be arranged on the left and right sides of the boat 100, one each, as shown in FIG. 1(a), or may be arranged only on the right side (or the left side) as shown in FIG. 1(b). As shown in FIG. 2, the propulsion system 2 may be arranged behind (or in front of) the propulsion system 3 on the center line in the left-right direction of the boat 100. As shown in FIG. 3, the propulsion system 2 may be configured such that the electric motor 21 is fixed to the hull and the propeller is rotated via a propeller shaft 23 (shaft 23). In this configuration, the position of the propeller 22 is vertically changeable by a propeller lifting device 23a. For example, when the propeller pulling-up device 23a pulls the propeller 22 upward, the propeller 22 is pulled up to the position shown by the dashed line. When the propeller 22 is not pulled up by the propeller pulling-up device 23a, the propeller 22 and the propeller shaft 23 are disposed at the position shown by the solid line. The number and positions of the propulsion systems 2 mounted on the vessel 100 are not limited to those exemplified in Figs. 1 to 3. The controller 200 controls the propulsion system 2. The controller 200 does not interfere with the propulsion system 3, and is not interfered with by the propulsion system 3, and independently controls the propulsion system 2.

[0014] The internal combustion engine-driven propulsion system 3 includes an internal combustion engine 31 such as a diesel engine, a gasoline engine, or a gas turbine, a clutch system 32, a shaft 34, a propeller 33, a controller 30, and the like. The internal combustion engine 31 drives the propeller 33 to rotate through the shaft 34, thereby obtaining the propulsive force of the ship 100. The clutch system 32 is provided on the shaft 34. For example, the clutch system 32 includes a clutch 321 that switches between disconnection and connection of power, and a reducer 322. The propulsion system 3 is disposed on the center line in the transverse direction of the ship 100. The internal combustion engine-driven propulsion system 3 may be an inboard motor or an outboard motor. The controller 30 controls the propulsion system 3. The controller 30 does not interfere with the propulsion system 2, and is not interfered with by the propulsion system 2, and independently controls the propulsion system 3. In this way, the hybrid propulsion system 1 of this embodiment is configured by the propulsion system 2 and the propulsion system 3 that are completely independent in terms of structure and control.

[0015] For comparison, an example of a general hybrid propulsion system for a ship is shown in FIG. 4. The hybrid propulsion system 4 includes an engine 41, an electric motor 42, a connection system 43, a propeller 44, and a shaft 45. The connection system 43 includes an engine-side engagement / disengagement clutch 431, an engine-side reduction gear 432, a gear 433 coaxially connected to the propeller 44 and the shaft 45, an electric motor-side engagement / disengagement clutch 435, and an electric motor-side reduction gear 434. The engine 41 is connected to the engagement / disengagement clutch 431 and the reduction gear 432 through a shaft 47. The electric motor 42 is connected to the engagement / disengagement clutch 435 and the reduction gear 434 through a shaft 46. The engine-side reduction gear 432 meshes with the gear 433, and the electric motor-side reduction gear 434 meshes with the gear 433. For example, when the propeller 44 is driven by the engine 41, the engagement / disengagement clutch 431 couples the engine 41 and the reduction gear 432, and the engagement / disengagement clutch 435 disconnects the electric motor 42 and the reduction gear 434. Then, by driving the engine 41, the reduction gear 432 and the gear 433 are rotated through the shaft 47, and the propeller 44 is rotationally driven through the shaft 45. When the propeller 44 is driven by the electric motor 42, the engagement / disengagement clutch 431 disconnects the engine 41 and the reduction gear 432, and the engagement / disengagement clutch 435 couples the electric motor 42 and the reduction gear 434. Then, by driving the electric motor 42, the reduction gear 434 and the gear 433 are rotated through the shaft 46, and the propeller 44 is rotationally driven through the shaft 45. Thus, in such a general hybrid propulsion system 4, for a single-shaft propeller 44, a mechanism (connection system 43) for switching between the engine 41 and the electric motor 42 as the driving sources is required. The connection system 43 tends to be complex and costly.

[0016] In contrast, in the hybrid propulsion system 1 of the present embodiment shown in Figs. 1 to 3, the electric motor-driven propulsion system 2 and the internal combustion engine-driven propulsion system 3 are structurally independent and controlled separately by individual controllers, so that they are also controlled independently. For example, one or more electric motor-driven propulsion systems 2 can be easily introduced later to a ship 100 equipped with an internal combustion engine-driven propulsion system 3, and by introducing the propulsion system 2, a ship equipped only with an internal combustion engine-driven propulsion system 3 can be changed to a ship 100 equipped with a hybrid propulsion system 1. In addition, since a complex power transmission device such as the coupling system 43 is not required, the hybrid propulsion system can be introduced at a relatively low cost. Since the propulsion system 2 and the propulsion system 3 are not coupled, a hybrid propulsion system 1 with a simple structure can be realized.

[0017] FIG. 5 is a block diagram showing an example of an electric motor-driven propulsion system 2 according to the embodiment. The propulsion system 2 includes an electric motor 21 that rotates and drives the propeller 22, the propeller 22, a shaft 23 that connects the electric motor 21 and the propeller 22, a propulsion device 20 that houses the electric motor 21, the propeller 22, etc., a tilt device 24 for tilting up and down the propulsion device 20, a chargeable and dischargeable battery 25 that serves as a power source for the electric motor 21 and the inverter 26, an inverter 26 that converts DC power supplied by the battery 25 into AC power and controls the rotation speed of the electric motor 21, a controller 200, and a display device 27. The electric motor 21 functions as a generator by the rotation of the propeller 22 and can charge the battery 25 via the inverter 26.

[0018] The controller 200 includes a signal acquiring unit 201 , a control unit 202 , a command receiving unit 203 , and an output unit 204 . The signal acquisition unit 201 acquires a signal including the rotation speed of the electric motor 21 from the electric motor 21 (or the inverter 26), a signal including the boat speed of the boat 100 from a speed sensor or the like equipped on the boat 100, a signal including the charging rate of the battery 25 from the battery 25, and the like.

[0019] The control unit 202 controls the charging and discharging of the battery 25, the inverter 26, and the tilt device 24. For example, when the ship 100 is sailing only by the propulsion system 3, the propeller 22 rotates (rotates with the ship 100) as the ship 100 sails. The electric motor 21 rotates due to the rotation of the propeller 22, generating electricity. The control unit 202 charges the battery 25 with the electricity generated by the electric motor 21 (regenerative operation). For example, when the ship 100 sails close to a port and it is desired to switch to quiet operation, the controller 30 stops the internal combustion engine 31, and the control unit 202 discharges the battery 25 and drives the electric motor 21 at a desired rotation speed via the inverter 26. This switches the operation of the ship 100 to operation by the propulsion system 2. Also, for example, when the ship 100 is sailing by the propulsion system 3, if the ship sails while the propulsion device 20 (FIG. 2) is submerged in water, it creates resistance, resulting in inefficient operation. In such a case, the control unit 202 controls the tilt device 24 to tilt up the propulsion device 20. FIG. 6 shows the propulsion device 20 in a tilted down state and a tilted up state. The left side of FIG. 5 shows the propulsion device 20 in a tilted down state. Even when the ship 100 is operated by an electric motor-driven propulsion system 2 or an internal combustion engine-driven propulsion system 3, when the battery 25 is charged by regenerative operation, the control unit 202 controls the tilt device 24 to tilt down the propulsion device 20. The right side of FIG. 6 shows the propulsion device 20 in a tilted up state. When the ship 100 is operated by an internal combustion engine-driven propulsion system 3 and regeneration is not performed (for example, when it becomes a resistance to the navigation of the ship 100 or when the charging rate is equal to or higher than a threshold), the control unit 202 controls the tilt device 24 to tilt up the propulsion device 20. By tilting up the propulsion device 20, the resistance that impedes the propulsion of the vessel 100 can be reduced.For example, when the boat 100 is operated by the internal combustion engine-driven propulsion system 3 and regeneration is being performed, the control unit 202 performs control such that the propulsion device 20 is tilted up when the boat speed of the boat 100 exceeds a predetermined threshold, and the battery 25 is charged by tilting down the propulsion device 20 when conditions such as the charging rate of the battery 25 being equal to or lower than an upper limit are satisfied and the boat speed is equal to or lower than the threshold. In the example of FIG. 6, the propulsion device 20 is lifted above the water surface when tilted up, but the propeller does not have to be completely removed from the water when tilting up. For example, in the case of the propulsion system 2 illustrated in FIG. 3, the propeller 22 is tilted up by lifting it upward by the propeller lifting device 23a, and the propeller 22 and the shaft 23 are lifted to the position of the dashed line in FIG. 3. At this time, even if the propeller 22 is in the water, it is sufficient that the propeller 22 is in a position where the water flow does not directly hit the propeller 22.

[0020] The command receiving unit 203 receives various commands and inputs of various thresholds from the user. For example, the command receiving unit 203 receives an instruction from the user to drive or stop the electric motor 21 or an instruction on the motor rotation speed, and outputs the received instruction information to the control unit 202. The control unit 202 operates the electric motor 21 based on the instruction information. For example, the command receiving unit 203 receives an instruction from the user to tilt up or tilt down, and outputs the received instruction information to the control unit 202. The control unit 202 controls the tilt device 24 based on the instruction information to tilt up or tilt down the propulsion device 20. The command receiving unit 203 also receives settings such as a threshold value for the boat speed, a threshold value for the rotation speed of the electric motor 21, and a threshold value for the charging rate, which are conditions for tilting up the propulsion device 20. The command receiving unit 203 outputs the received threshold value to the control unit 202. The control unit 202 receives and stores the threshold value, and uses the stored threshold value for the control of FIG. 7 and FIG. 8 (described later).

[0021] The output unit 204 outputs information about the propulsion system 2 and the ship 100 to the display device 27. For example, the output unit 204 displays on the display device 27 information such as the boat speed, the charging rate of the battery 25, the rotation speed of the propeller 22 and the electric motor 21, and whether the propulsion device 20 is tilted up or down.

[0022] (operation) 7 shows an example of a method of controlling the tilt device 24 of this embodiment when the ship 100 is operated only by the internal combustion engine-driven propulsion system 3. The control unit 202 determines whether or not a tilt-up or tilt-down command has been issued from the user (step S1). If a tilt-up command has been issued (step S1; tilt-up), the control unit 202 controls the tilt device 24 to tilt up the propulsion device 20 (step S6), and does not perform regeneration by the electric motor 21. If a tilt-down command has been issued (step S1; tilt-down), the control unit 202 controls the tilt device 24 to tilt down the propulsion device 20 (step S5), and performs regeneration by the electric motor 21. If tilt-down has been issued in step S5, the control unit 202 determines whether or not the ship speed exceeds a predetermined threshold 1 (step S2). The threshold 1 is set to a speed at which the progress of the ship 100 is hindered by tilt-down of the propulsion device 20 to a certain extent or more. The threshold value 1 may be determined for each ship 100 and each sea condition. When the ship speed exceeds the threshold value 1 (step S2; Yes), the control unit 202 tilts up the propulsion device 20 (step S7). When the ship speed is equal to or less than the threshold value 1 (step S2; No), the control unit 202 judges whether or not the motor rotation speed due to the entrained rotation exceeds a predetermined threshold value 2 (step S3). The threshold value 2 is set to an upper limit value of the rotation speed due to the entrained rotation of the electric motor 21. When the motor rotation speed exceeds the threshold value 2 (step S3; Yes), the control unit 202 tilts up the propulsion device 20 (step S7). This makes it possible to prevent the propeller 22, which rotates due to the entrained rotation when the ship 100 is advanced by the internal combustion engine 31, from over-rotating, which may cause the electric motor 21 or the inverter 26 to break down. When the rotation speed of the electric motor 21 is equal to or less than the threshold value 2 (step S3; No), the control unit 202 judges whether or not the charging rate of the battery 25 exceeds a predetermined threshold value 3 (step S4). For example, the upper limit of the charging rate of the battery 25 is set as the threshold 3. If the charging rate exceeds the threshold 3 (step S4; Yes), the control unit 202 tilts up the propulsion device 20 (step S7). This makes it possible to prevent the charging rate of the battery 25 from exceeding the upper limit.When the charging rate of the battery 25 is equal to or lower than the threshold value 3 (step S4; No), the control unit 202 continues regeneration by the electric motor 21, and returns to the determination in step S2. By controlling the tilt device 24 illustrated in Fig. 7, it is possible to charge the battery 25 while avoiding breakdowns in the electric motor 21 and the battery 25 and not interfering with the progress of the boat 100.

[0023] Even if the propulsion device 20, which has been tilted down by a user's instruction, is tilted up by the determination of steps S2 to S4 in FIG. 7, control may be performed to resume regenerative charging depending on the boat speed and the charging rate of the battery 25 thereafter. An example of this control is shown in FIG. 8. The processing of steps S1 to S7 is similar to that of FIG. 7, so a description thereof will be omitted. After tilting up (step S7) based on the determination results of steps S2 to S4, the control unit 202 determines whether the boat speed exceeds threshold 1 (step S8). If the boat speed exceeds threshold 1 (step S8; Yes), the control unit 202 repeats the processing from step S8. If the boat speed is equal to or lower than threshold 1 (step S8; No), the control unit 202 determines whether the charging rate of the battery 25 exceeds threshold 3 (step S9). If the charging rate exceeds threshold 3 (step S9; Yes), the control unit 202 returns to the determination of step S8. If the charging rate of the battery 25 is equal to or lower than threshold 3 (step S9; No), the control unit 202 tilts down the propulsion device 20 (step S5) and performs regeneration by the electric motor 21. Thereafter, the processing is performed from step S2. According to the control shown in Fig. 8, when the boat 100 is operated by the propulsion system 3, the tilt up and tilt down of the propulsion device 20 is controlled according to the conditions, thereby maximizing the opportunities to charge the battery 25 by regeneration.

[0024] (effect) In a typical marine hybrid propulsion system, the propeller is driven by a combination of an engine and an electric motor, which poses challenges such as a complex structure that requires a mechanism for connecting the electric motor, a reduction gear and a speed increaser to match the electric motor and engine speeds, and a mechanism for cutting off the driving force from the engine when the propeller is driven by the electric motor alone, as in the coupling system shown in Figure 4.

[0025] In contrast, the hybrid propulsion system 1 including the propulsion system 2 of this embodiment can provide the following advantages. (1) The internal combustion engine-driven propulsion system 3 and the electric motor-driven propulsion system 2 can be mounted on the vessel 100 without using a complicated power transmission device. (2) When leaving or arriving at a berth, the ship can be operated using only the propeller 22 driven by the electric motor 21, which has a large propulsion torque even at low revolutions. (3) When sailing within a harbor, the vessel can be operated using only the quiet electric motor 21. (4) When the boat 100 is operated by the internal combustion engine 31, the propeller 22 directly connected to the electric motor 21 is rotated to rotate the electric motor 21, and the electric motor 21 can be used as a generator. By using the electric motor 21 as a generator, it can be used as an onboard power source and can charge the battery 25. (5) When the ship speed is relatively low while docking or navigating a harbor, the propulsion device 20 can be automatically tilted down and used to propel the ship 100. In addition, when propulsion is performed by the internal combustion engine 31, the electric motor 21 is used as a generator to regenerate power, but if a situation arises that affects the navigation speed based on the propulsive force of the internal combustion engine 31, the propulsion device 20 used for regeneration can be automatically tilted up. (6) When the rotation speed of the electric motor 21, which regenerates electric power using the propulsive force of the internal combustion engine 31, exceeds the limit, the propulsion device 20 is automatically tilted up. This makes it possible to prevent breakdown of the electric motor 21. If the charging amount to the battery 25 of the electric motor 21 that regenerates electric power by the driving force of the internal combustion engine 31 exceeds the limit, the propulsion device 20 is automatically tilted up. Thereby, a failure of the battery 25 can be prevented. Further, when the conditions of the ship speed and the motor rotation speed are satisfied in a situation where the charging amount is insufficient, the battery 25 can be charged by automatically tilting down the propulsion device 20.

[0026] In the above embodiment, the operation by the propulsion system 2 is performed when the ship speed is relatively low, such as when leaving or approaching the shore or during harbor navigation. When the ship speed is high, while charging by tilting down the propulsion device 20, the navigation by the propulsion system 3 is performed. When the ship speed exceeds the threshold value 1, the propulsion device 20 is tilted up so as not to impede the progress. However, for example, when the ship speed exceeds a predetermined threshold value, the propulsion device 20 may be tilted down to drive the electric motor 21, and the ship 100 may be navigated using both the propulsion system 2 and the propulsion system 3 as driving sources. In this case, in a scene where the propulsion system 2 is driven for the purpose of amplifying the propulsion force of the propulsion system 3 by adding a speed increaser or the like, the propeller 22 may be rotated at a higher speed. Alternatively, a mechanism that can switch between two batteries for low speed and high speed and connect them to the shaft 23 is added. In a scene where the propulsion system 2 is driven for the purpose of amplifying the propulsion force of the propulsion system 3, the two high-speed batteries may be used to rotate the propeller 22 at a higher speed. Further, in the configuration of FIG. 4, the inverter 26 is not essential, and the electric motor 21 may be directly driven by the battery 25.

[0027] As described above, several embodiments according to the present disclosure have been described, but all of these embodiments are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope and gist of the invention, as well as in the invention described in the claims and the equivalent scope thereof.

[0028] <Additional Notes> The propulsion system, the ship, and the control method described in each embodiment can be understood, for example, as follows.

[0029] (1) A propulsion system according to a first aspect is a propulsion system installed on a ship having an internal combustion engine, a first propeller driven to rotate by the internal combustion engine, and a control unit that controls the internal combustion engine, and includes a rechargeable battery, an electric motor driven by the battery, a second propeller driven to rotate by the electric motor, a tilt device that tilts up and down a propulsion device including the second propeller, and a controller that controls the electric motor, the charging and discharging of the battery, and the tilt device, wherein the electric motor generates electricity by the rotation of the second propeller, the controller charges the battery with the electricity generated by the electric motor, and when a predetermined condition is met, the controller controls the tilt device to tilt up the second propeller. This makes it possible to realize a hybrid propulsion system with a simple structure, and the rotation of the propellers of the propulsion system enables power regeneration to be performed, charging the battery and reducing resistance to the boat's progress.

[0030] (2) A propulsion system according to a second aspect is a propulsion system as in (1), wherein the controller tilts up the propulsion device when the ship's speed exceeds a predetermined first threshold while the ship is sailing solely by the rotational drive of the first propeller by the internal combustion engine. This makes it possible to reduce resistance to the progress of the ship.

[0031] (3) A propulsion system according to a fourth aspect is the propulsion system of (1), wherein the controller tilts up the propulsion device when the rotation speed of the electric motor exceeds a predetermined second threshold value while the ship is sailing solely by the rotational drive of the first propeller by the internal combustion engine. This makes it possible to prevent breakdowns in the electric motor.

[0032] (4) The propulsion system according to the fourth aspect is the propulsion system of (1), wherein when the charging rate of the battery exceeds a predetermined third threshold value while the ship is sailing by the rotational drive of the first propeller by the internal combustion engine, the controller tilts up the propulsion device. Thereby, a failure of the battery can be prevented.

[0033] (5) The propulsion system according to the fifth aspect is the propulsion system of (2) to (4), wherein when the ship is sailing by the rotational drive of the first propeller by the internal combustion engine and the second propeller is tilted up, and the charging rate of the battery is equal to or less than a predetermined third threshold value and the ship speed of the ship is equal to or less than a predetermined first threshold value, the controller tilts down the propulsion device. Thereby, the battery can be charged.

[0034] (6) The ship according to the sixth aspect includes an internal combustion engine drive type propulsion system including an internal combustion engine, a first propeller rotationally driven by the internal combustion engine, and a control unit that controls the internal combustion engine, and the propulsion system according to any one of (1) to (5).

[0035] (7) The control method according to the seventh aspect is a first propulsion system including an internal combustion engine and a first propeller rotationally driven by the internal combustion engine, a rechargeable battery, an electric motor driven by the battery, a second propeller rotationally driven by the electric motor, and a tilt device that tilts up and down a propulsion device including the second propeller. In a ship including a second propulsion system, electricity is generated in the electric motor by the rotation of the second propeller, the electric power generated by the electric motor is charged to the battery, and when a predetermined condition is satisfied, the tilt device is controlled to tilt up the second propeller.

Description of Reference Numerals

[0036] 100 ship, 1 hybrid propulsion system, 2 propulsion system, 21 electric motor, 22 propeller, 23 shaft, 24 tilt device, 25 battery, 26 inverter, 27 display device, 200 controller, 201 signal acquisition unit, 202 control unit, 203 command reception unit, 204 output unit, 3 propulsion system, 30 controller, 31 internal combustion engine, 32 clutch system, 321 clutch, 322 reducer, 33 propeller, 34 shaft, 4 hybrid propulsion system, 41 engine, 42 electric motor, 43 coupling system, 431, 435.... Engagement clutch, 432, 434.... Reduction gear, 433.... Gear, 44.... Propeller, 45, 46, 47.... Shaft

Claims

1. A propulsion system installed on a ship including an internal combustion engine, a first propeller rotated by the internal combustion engine, and a control unit that controls the internal combustion engine, A rechargeable battery; an electric motor driven by the battery; a second propeller rotated by the electric motor; a tilt device that tilts up and down the second propeller; a controller for controlling the electric motor, the charging and discharging of the battery, and the tilt device; Equipped with The electric motor generates electricity by rotation of the second propeller, The controller charges the battery with the electric power generated by the electric motor, When a predetermined condition is satisfied, the controller controls the tilt device to tilt up the second propeller. Propulsion system.

2. the controller tilts up the second propeller when a vessel speed of the vessel exceeds a predetermined first threshold while the vessel is sailing by the rotational drive of the first propeller by the internal combustion engine; 10. The propulsion system of claim 1.

3. the controller tilts up the second propeller when a rotation speed of the electric motor exceeds a predetermined second threshold while the ship is sailing by the internal combustion engine rotating the first propeller; 10. The propulsion system of claim 1.

4. the controller tilts up the second propeller when the charging rate of the battery exceeds a predetermined third threshold while the vessel is sailing with the first propeller rotationally driven by the internal combustion engine; 10. The propulsion system of claim 1.

5. the controller tilts down the second propeller when the charge rate of the battery is equal to or lower than a predetermined third threshold and the boat speed of the boat is equal to or lower than a predetermined first threshold while the boat is sailing by the internal combustion engine rotating the first propeller and the second propeller is tilted up. A propulsion system according to any one of claims 2 to 4.

6. an internal combustion engine-driven propulsion system including an internal combustion engine, a first propeller that is rotationally driven by the internal combustion engine, and a control unit that controls the internal combustion engine; A propulsion system according to claim 1 or 2; A vessel equipped with:

7. a first propulsion system including an internal combustion engine and a first propeller driven for rotation by the internal combustion engine; a second propulsion system including a chargeable and dischargeable battery, an electric motor driven by the battery, a second propeller driven to rotate by the electric motor, and a tilt device that tilts up and down the second propeller; In a vessel equipped with the electric motor generates electricity by the rotation of the second propeller, and the electric power generated by the electric motor is charged into the battery, and when a predetermined condition is satisfied, the tilt device is controlled to tilt up the second propeller. Control methods.

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